Steering-gear.



A connections between STAT FFME.

VGEORGIE W.

BULLEY, or CHICAGO, imimois, ASsIGNoB. To MERCURY MANUFACTURING CoMPANAY, or CHICAGO, ILLINOIS, A CORPQRATION 0F ILLINOIS.

STEERING-GEAR.

To all whom it may concern.'

Be it known that I, GEORGE W. BULLE'X,

particularly 'to steering gear for self propelled vehicles of the truck or tractortypc.

One of my objects is to provide an improved short turning gear such as will be especially applicable to industrial tractors, trucksv and vehicles which because of the character of work they perform, must be capable of turning in practically in their own length. V

Another object of my invention is to provide an improved steering gear for vehicles which will be simple, durable and reliable in construction and effective and eiiicient in operation.

Other objects of my invention will appear hereinafter. My invention consists in thefeatures of novelty exemplified by the construction, combination and arrangement of parts hereinater described, shown in the accompanying', drawings, and more particularly set forth in the appended claims.

Referring to the accompanying drawings:

Figure 1 is a view in front elevation of an improved'steering gearconstruction embodying my invention;

Fig. 2 is a vertical section taken substantiallyyon the line 2--2 of Fig. 1; V

. Fig. 3 is a plan view of that part of the gear Awhich is supported byv the vehicle axle, this view being taken substantially on the line 3-3 of Fig. 1.

Fig. 4 is a plan viewv of the arch member and steering fork,l looking downwardly from substantially the line 4-4 of Fig. 1.

Fig. 5 is a detail section of the pivotal the connecting links and the radius arm.

Fig. 6 is a diagrammatic view illustrating the operation of the mechanism.

he particular structure which I havev shown in the drawings is designed for fourwheeled electric tractors which are used in thanks,

industrial hauling of merchandise about freight platforms, wharves, warehousesand but it will be obvious to one skilled Specification of I-.etters Patent.

ground.

atented Aug'. 27, 1918.

Application led loveiribery 4, 1916. Serial No. 129,434.

in the art, after having obtained an understanding of my invention from the disclosures herein Vmade, that the principles and functions of my invention are applicable to other and modified structures without departing from the spirit and scope of the invention, and I wish it y stood. Y

The frame of the vehicle is represented in these drawings by the channel beams 1, these beams in this particular structure being. ar-

to be so underranged inthe sanieplane and supporting a suitable floor or platform. A transverse arch member 4 is formed at itsends to it the beams 1 and to which its ends are secured by rivets or otherwise. AThis arch member has on its underside a curved seat portion 5 in which Vthe forward. vehicle springs 6 are clamped. These springs are mounted at their ends on short suspension links 6 which are pivotally connected to upstanding posts or standards 6b on the ends of the axle yokes and constitute a yielding connection between the vehicle body and the axle. There is also a supplemental spring 6 which bears at its ends on the underside of the main spring 6 and comes into play when the load becomes abnormal or excessive. These springs are clamped in position by the U-bolts 6d, a spacing block 6e being provided between the two springs. straight transverse bar square in cross-section and of suiiicient length and divided at its ends to form yokes-8 in which the wheel hub spindles 9 are pivotally mounted', these spindles having long vertical bearings to withstand the thrusts thereon., The wheels 11 are preferably of such height that they will pass beneath the. frame when turning.

The axle 7 shown is simply a This construction, as shown inV the diagram i Fig. 6, enables each wheel when turning outwardly :to swing through an angle or' :almost ninety degrees from the normal or straightahca position, thus causing the vehicle to turn as a Whole in very own, length; that is, on a pivotal center coincident substantially tactot` the inner Each spindle bearing tegral forwardly projecting arm. stantially 90 degrees fixed relation to the spindle 9, through which arm the power is applied to the spindle. to turn or steer the wheel. A bracket -13 is positioned on the rea-r wheel with the has an 1nwith the point of conlittle more than its 12 in sub- 105 forward side of and at substantiallythe een- 11o ter of the axle 7. This bracket has a loopshaped center portion 15 standing substantially vertically and provided with bearings or journals 16 in which the vertically disposed steering crank member 17 is rotatably mounted. The vertical portion of this crank member between the upper'and lower bearings 16 carries a forwardly extending radius arm or lever 18 which is keyed to it. This radius'arm has a short right-angled cross-head or member 19, and extending between this cross-head and the arms 12 are connecting links C and D. These links are each composed in the main of terminal members 22 and connecting rods 23. The tert minal members 22 are pivotally connected to the ends of arms 12 and their other ends are provided with threaded sockets 22a into which the threaded ends of the connecting rods 23 are screwed. This construction forms an adjustable joint by which the length of the links may be varied to adapt them to the particular conditions such as initial adjustment of the mechanism, and adjustment to compensate for wear. The two members of the link are locked in their adjusted condition by the lock nut 24 which, as shown, is screwed on the threaded end portion of the connecting rod 23 and which has a tapered socket or interior surface 26 which frietionally coperates with a corre-A spondingly tapered surface of the terminal member to firmly lock the parts together. The inner ends of the connecting links are pivotally connected, by meansof cushion joints, to the cross head 19 on the radius arm but their pivotal points of connection are spaced apart with respect to each other.

he inner ends of the connecting links C and D are threaded into hollow socket members 30 having openings 31 on one side large enough for the ball members 32 to pass through for the purpose of assembling the parts, the ball members being solidly mounted on short stems on the ends of the cross-head 19. Within the socket members are concave disks against the ball members to provide seats for said balls, these disks being carried -on stems or rods 33a ywhich slidably fit in the ends of the hollow connectin rods. The disks or heads 33 are yielding y pressed against the balls by springs 3 At the opposite or outer ends of the socket members are adjustable nuts 35 which likewise have concave seats at their ends bearing against the balls, these nuts being adapted to be locked in their adjusted positions by pins 37 which pass through holes in the socket members and through transverse slots 38 in the nuts. This construction provides a pivotal connection between the connecting links and the radius arm which is constantly tight and free from lost motion and rattling and which canreadily be adjusted to compensatel or plates 33 which bear for wear. In initially adjusting these joints cross-head so that the connecting links can he connected to the ends of the cross-head farthest from their respective spindle arms 12 and still not interfere with each other, in other words, in normal straight ahead position, the connectinff links crossing each other at the cross-head.:` Referring to Fig. 6, it is observed that as the gear is operated to turn the wheels the pivotal connection of the link which actuates the inner wheel with the cross-head moves outwardly on an arc,` and thus at all times maintains a wide angle between that connecting rod and its spindle arm 12. The inner wheel can thereby be turned to a position practically at right angles to a straight ahead position without the connecting' link and spindle arm being alined and thereby locked. The

iper end of the crank member 17 is turned torwardly into substantially horizontal posil tion. Its forward end is positioned in a long slot 40 formed by the dependingr legs l1 of the steering fork or member E. These legs are carried on the outer end of the horizontal portion 42 ot' the steering fork, this arm 2 being keyed to the lower end of a vertical steering post 43. The lower ends of the steering fork legs are bridged by a U- shaped strap to close the end of the slot or loop and prevent the legs from spreading. These legs are lined on their inner sides with hardened steel plates 44 to prevent wear and in order to further reduce friction and wear the crank arm has an anti-friction roller V45 on its end. This construction provides a universal connection between the steerinlT fork and cra-nk member which is adaptable to any relative movement of the vehicle frame and the running gear and still remain-in operative condition. It is adapted to variable loads on the vehicle. Any rotary motion of the steering fork in the act of steering the vehicle, however, is transmitted to the crank member Without any lost motion whatever. The steering fork is curved on an arc, the center of which is substantially co-incident with the rear axle so that the crank member and steering t'ork are maintained in operative relation. The steering post 43 preferably rises vertically above the frame of the vehicle and carries any suitable device, such as a lever or steering wheel for actuating it. It is pret'- era'bly axially alined with the vertical portion of the steering crank 17 so that both the fork and crank rotate about the same center. The steering post is supported in a bearing 46 which is preferably formed integrally with the bridge casting or arch compressed and then unscrewed 'loA arms extending from said spindles, connecting links connected between said arms and said radins mechanism, a vehicle frame, springs supporting said frame on said axle for relative movement, a steering post and a slotted arm on said steering post engaging said radius mechanism to provide a univer- A sal connection between the steering post and radius connection. v

2. The combination of a vehicle frame, a rotatable steering post mounted thereon, a crank arm on said steering post and having a substantially vertical, elongated slot, an axle member, spring mechanism between said frame and axle member providing rela-` tive movement thereof, Wheels mounted on said faxle, steering mechanism for operating said wheels, and an operating arm Jfor said steering mechanism movable vertically in said slotted crank arm for transmitting the rotation of said steering post to said steering mechanism. t

3. The combination o a Yvehicle frame, a

rotatable steering post mounted thereon, a crank arm on said steerin post and having a substantially vertical, e ongated slot, an axle member, spring imechanismbetween said frame and axle member providing relative movement thereof, pivoted spindles on said axle, Wheels on said spindles, an arm pivotally mounted on the axle, vertically Y movable in said slotted' crank arm and adapted tovbe rotated by said crank arm, and means connecting said arm and said spindles.

4. The combination oAa vehicle frame, an axle and springs therebetween providing for relative vertical movement, a rotatable steering post on the frame, wheels and steering mechanism therefor on said axle, horizontally extending members on said steering post and steering mechanism, and a connection between said horizontal members for transmitting rotary motion to the steering mechanism from the post and arranged to permit relative vertical movement of said members.

Signed by me at Chicago, Illinois, this' 1st ay of September, 1916.

GrEOltGrlil W. BULLEY.

E. H. CLEGG. 

